Fender-operating mechanism.



W. D. WRIGHT.

FENDER OPERATING MECHANISM.

APPLICATION IILED DEC. 8, 1906.

1,068,475, Patented July 29, 1913.

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AWTDRNEY.

W. D. WRIGHT.

FENDER OPERATING MECHANISM.

APPLICATION FILED 1020. a. 1906.

1,068,475, Patented July 29, 1913.

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WILLIAM ID. WRIGHT, OF PROVIDENCE, RHODE ISLAND.

FENDER-OPERATING MECHANISM.

Specification of Letters Patent.

Patented July 29, 1913.

Application filed December 8, 1906. Serial No. 346,830.

To all whom it may concern:

, Be it known that I, WILLIAM D. WRIGHT, of the city and county of Providence and State of Rhode Island, have invented certain new and useful Improvements in Fender-Operating Mechanism; and I hereby declare the following specification, taken in connection with the accompanying drawings, forming a part of the same, to be a full, clear, and exact description thereof.

The invention relates to that class of railway-cars which are equipped with fenders and with air-brakes.

The object'of the invention is to insure that the fender shall be released or otherwise operated whenever there is an emergenoy application of the air-brakes, and without any separate or independent manip ulation by the engineer or motorman. In another application, Serial No. 346,829, filed December 8, 1906, I have shown and described two arrangements for accomplishing this result, one arrangement being adapted for use in connection with an airbrake controlling valve (commonly known as the engineers valve) such as heretofore employed, and the other arrangement involving the employment of a controlling valve of somewhat difierent construction, and have included in said application claims to cover generically both of said arrange ments.

The present application relates to fea tures of invention embodied in the second arrangement referred to.

One feature of invention consists in the construction of an air-brake controlling valve to adapt it to the purpose of operating the fender when moved to its emergency position.

A further feature of invention consists in the combination, with such air-brake con-- trolling valve and with the fender, of mechanism for operating the fender, and pipe connections between said controlling valve and said fender-operating mechanism whereby the fender will be operated by the move ment of said controlling valve.

A further feature of invention consists in the combination, with such air-brakecom trolling valve and with the fender, of means whereby the fender-operating mechanism will be actuated by fluid pressure from the air-brake system when said controlling valve is moved to its emergency position.

The invention further consists in the combinations and arrangements of parts hereinafter described and claimed.

Referring to the drawings, Figure l is a side elevation of a portion of the platform of a railway car showing the controlling valve of the air-brake system and the piping therefor with the present invention applied thereto, and showing also a portion of one of the trucks with the fender supported thereon. Fig. 2 is a front elevation of the apparatus shown in Fig. l with the connecting rod leading to the fender broken away. Fig. 3 is a plan view of the same.

Fig. 4 is a front elevation partly in section on an enlarged scale showing the construction of the air-brake controlling valve and showing the inlet port of the rotary member when in emergency position. Fig. 5 is a corresponding view but with the portion in section taken in a different plane to show the outlet ports for controlling the operation of the fender. Fig. 6 is a section through the rotary member of the controlling valve taken on the line a2w of Fig. 5. Figs. 7, 8 and 9 are diagrammatic views on a still larger scale showing the different positions of the controlling valve.

1 represents the platform of a railwaycar. which it will be understood is provided with a system of air-brakes.

2 is the pipe leading from the reservoir of the air-brake system.

3 represents as a whole the air-brake controlling valve.

4 is the train-pipe or pipes leading to the brake-cylinders or cylinders, and 5 is the exhaust pipe. Leading from the train-pipe 4 is a pipe 6 which is provided with a valve 7. The pipe 6 leads to a cylinder 8 within which is a piston 9 having a piston-rod 10 which projects through the lower end of said cylinder. A spring ll is arranged within the cylinder below the piston with one end bearing against the piston and the other end bearing against the bottom of the cylinder, said spring acting to normally keep the piston 9 in its upper position, as shown in Fig. 2. The lower end of the piston-rod 1O normally engages one arm of a bell-crank lever 12 which is pivoted to a crank lever which is shoWn-aspivoted on-theframe of the tender. The other arm 17 of this bell-crank lever is arranged: to'engage' the upper end of the sliding latch-block 18 which serves to normally latch the fender 19 in its raised position, as shown in Fig. 1, said block 18 being provided with a notch 20 with which a projecting pin 21 engages and bymeans of which engagement thefender is held in its latched position.

The air-brake controlling valve 3 is in the main of a construction such as heretofore employed embodying a non-rotary member 22 and a rotary member 23, said rotary member being adapted to be operated by the operating handle 24: provided with a hub 25 These rotary and non-rotary members of the controlling valve are provided with several ports arranged as heretofore, as follows: 26 istheinlet port and 27 the outlet port ofthe'rotary member; 28is' the service port and 29the emergency port of the nonrotary member, both of which communicate with the reservoir pipe 2; 30 is the port in thenon-rota-ry member which communicates with the train-pipe l, and 31 is the slow exhaust port and 32 thefull exhaust port in the non-rotary member, both of which ports communicate with the exhaust pipe 5. In addition to the ports above referred to the non-rotary member is provided with a port 33 with which the: pipe'G communicates as shown in Fig. 5', and the rotary member is provided with two ports 34 and 35 adapted to be brought into alinement with the port 33, the port 34'beingbrought into alinement with said port 33 when the rotary member is moved to its-emergency position, and the port 35 being brought into ali-nement with said port 33 when the rotary member is moved to its full exhaust position, the additional ports referred to being provided for use in connection with the operation of the tender, as hereinafter described.

The operation of the arrangement above described is asfollows Fig. 7 represents the rotary member of the controlling'valve in what is known as lap position with all the ports closed. W'henever'therotary member is moved from" the position shown in Fig. 7

to the position shown in Fig. 8', which is the emergency position of'the controlling valve,

the port 34 in the rotary member will be brought into alinement with the port 33 in thenon-rotary member, as shown in Figs. 5 and 8. With the parts in this position, therefore, the air under pressure which is admitted to'the interior of the rotary member by the bringing of the port 26 into alinementwiththeport 29. willflow through the ports 34am. intothe pipe: 6 a d.

road-bed between the rails.

thence into the cylinder 8, where it will act upon the piston in said cylinder to move the same and its piston-rod downward. The downward movement thereby imparted to the piston rod l0 willdepress the arm 10 of the bell-crank lever, which movement of said leverzwill; through the connecting rod 15 and bell-crank lever 16, 17, serve to raise the latch 18 and so as to release the fender 19 and permit the forward end thereof to drop down intocontactwith the rails or with the When now the rotary member is moved from theposition shown in Fig. 8 to the position shown in Fig. 9, which is the full exhaustposition of said member, the port 35 will be brought into alinementwith the port 33 .andthereby communication will be established: from the pipe 6 through the non-rotary and rotary members to the exhaust pipe 5, and so as to exhaust the cylinder 8 through said pipe 5. Vhen the cylinder Sis thus exhaustedthe piston-rod 10 will beraised by thespring 11 and so that the fender maybe then again latched in its raised position.

It. may be sometimes desirable, as when the car has been stopped upon an incline,.to exhaust the cylinder 3 andareset. the fender without releasing the air-brakes. For this purpose the valve 7 inthe pipe 6 maybe employed, said valve being provided with a port opening to the atmosphere, which port is normally closed by? the valve which may beheld to its seatby a spring. When it is desired to thus exhaust the cylinder 8 without releasing the brakes the-controlling .valve' is moved to lapposition, as shown in Fig. 7, in which all theports are closedand which movement of the valve will not operate to release the brake. With the controlling valve thus moved to lap position the motorman or engineer may, by pressing upon the projecting valve-stem, move the valve 7 away from its seat and so as to-open the port to the atmosphere and thereby exhaust the cylinder 8.

What I claim as'my invention and desire to secureby-LettersPatent is:

1. The combination of an air-brakecontrolling valve, a fender, mechanism for operatingsaid fender by the fluidpressure of the air-brake system, said controlling valve being constructed to admit said. fluid pressure to actuate said mechanism, and means for exhausting said: fluid pressure from the fender-operating mechanism without releasing the brakes.

2. The combination of an air-brake controlling valve,.a fender, mechanism for operating said fender by the fluid pressure of the air-brake system, said controlling valve being constructed to' admit: said fluidpressure to actuate said mechanism,.and. means independent 015 said: controlling valve for hausti g sa d fluid pressure from the fender-operating mechanism Without releasing the brakes.

3. The combination of an air-brake controlling valve, a fender, a cylinder and piston for operating said fender, a pipe connection between said controlling Valve and said cylinder for admitting the fluid pressure of the air-brake system to said cylinder to operate the fender, and means for exhansting said fluid pressure from said cylin- 10 der Without releasing the brakes.

WILLIAM D. WVRIGHT.

Witnesses:

W'. H. THURsToN, J. H. THURSTON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents.

Washington, D. G. 

